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IS 4651-5 (1980) : Code of practice for planning and design
of ports and harbours, Part 5: Layout and functional
requirements [CED 47: Ports and Harbours]
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•
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PROTECTED BY COPYRIGHT
IS: 4651 ( Part V)- 1980
(Reaffirmed 2012)
Indian Standard
CODE OF PRACTICE FOR
PLANNING AND DESIGN OF PORTS
AND HARBOURS
PART V LAYOUT AND FUNCTIONAL REQUIREMENTS
( First Reprint AUGUST 1996 )
UDC 627.2 : 624.04 : 006.76
© Copyright 1980
BUJREAU OF INDIAN STANDARDS
MANAK BHAVAN, 9 BAHADUR SHAH2AFAR MARG
NEW DELHI 1 10002
Gr 8 November 1980
IS:4651(PartV)-1980
Indian Standard
CODE OF PRACTICE FOR
PLANNING AND DESIGN OF PORTS
AND HARBOURS
PART V LAYOUT AND FUNCTIONAL REQUIREMENTS
Ports and Harbours Sectional Committee, BDC 66
Chairman Representing
Brig O. P. Narula Ministry of Shipping and Transport
Members
Capt P. B alar am Marine Department, Madras Port Trust, Madras
Capt-G. A. Maude ( Alternate )
Shri M. Balastjbramaniam Mormugao Port Trust, Vasco De Gama (Goa)
Shri U. R. Balasubramaniam Engineering Department, Madras Port Trust,
Madras
Shri N. Vardarajan ( Alternate )
Capt P. N. Batra Marine Department, Calcutta Port Trust, Calcutta
Capt D. K. Dutta ( Alternate)
Shri N. P. Bhakta Pre-Investment Survey of Fishing Habour,
Bangalore
Shri H. V. Ra&taswamy ( Alternate )
Shri R. K. Budhbhatti Public Works Department, Government of Gujarat,
Ahmadabad
Shri B. P. Kukadia ( Alternate )
Chief Engineer Chief Engineers Department, Calcutta Port Trust,
Calcutta
Chief Port Officer Maharashtra State Port Authority, Bombay
Coastal Engineer ( Alternate )
Rear Adm A. G. Dastidar Indian Navy, Vishakhapatnam
Lt-Col V. S. Bhandari ( Alternate )
Director Central Water and Power Research Station, Pune
Chief Research Officer I
( Alternate )
Shri A. H. Divanji Asia Foundation & Construction Pvt Ltd, Bombay
Shri A.N. Jangle ( Alternate )
Shri K. K. Framji Consulting Engineering Services India Pvt Ltd,
New Delhi
Shri S. Ghosh { Alternate )
Shri S. R. Gaitonde Bombay Port Trust, Bombay
( Continued on page 2 )
© Copyright 1980
BUREAU OF INDIAN STANDARDS
This publication is protected under the Indian Copyright Act (KXV of 1957 ) and
reproduction in whole or in part by any means except with written permission of the
publisher shall be deemed to be an infringement of copyright under the said Act.
IS : 4651 ( Part V ) - 1980
( Continued from page 1 )
Members Representing
Shri Hasmukh P. Oza In personal capacity ( Atvl, 20 Pathik Society^
Ahmadabad 13 )
Shri P. S. Rao Janamanchi Oil and Natural Gas Commission, Bombay
Shri R. D. Kohli Shipping Corporation of India, Bombay
Shri Manohar Singh Continental Construction Pvt Ltd, New Delhi
Shri J. P. Awasthi ( Alternate)
Capt M. V. K. Menon Cochin Port Trust, Cochin
Shri M. K. Mathew ( Alternate)
Dr S. K. Nag Hydraulic Study Department, Calcutta Port Trust,
Calcutta
Dr A. N. Biswas ( Alternate )
Shrt H. Nandi Project & Equipment Corporation of India Ltd,
New Delhi
Prof S. Narasimhan Indian Institute of Technology, Bombay
Dr I. V. Nayak Karnataka Regional Engineering College, Suratkal,
Srinivasnagar
Prof G. Ranoanna ( Alternate )
Brig Ombir Singh Engineer-in-Chief 's Branch, Army Headquarters
Shri B. K. Panthaky Hindustan Construction Co Ltd, Bombay
Shri P. V. Naik { Alternate )
Shri G. S. Ramaiah Andaman Lakshadecp Harbours Works, New Delhi
Shri T. V. Ram an a Rao Vishakhapatnam Port Trust, Vishakhapatnam
Shri P. S. Rao ( Alternate )
Shri S. R. Roessler * Howe ( India ) Pvt Ltd, New Delhi
Shri C. S. Debke ( Alternate )
Capt Subimal Mookerjee India Navy ( Operational )
Cdr P. S. Sivamani ( Alternate )
Superintending Engineer Public Works Department, Government of Tamil
( Central Mechanical Circle ) Nadu, Madras
Senior Deputy Chief Engineer
(Bldgs) ( Alternate)
Shri M. C. Tandon Stup ( India ) Ltd, Bombay
Shri M. K. Ghatterjee ( Alternate )
Dr V. D. Tapasvi Engineers India Ltd, New Delhi
Shri M. Chowdhury ( Alternate )
Shri D. Ajitha Simha, Director General, ISI ( Ex-vfficio Member )
Director ( Civ Engg )
Secretary
Shri K. M. Mathur
Deputy Director ( Civ Engg), ISI
IS : 4651 (Part V)- 1980
Indian Standard
CODE OF PRACTICE FOR
PLANNING AND DESIGN OF PORTS
AND HARBOURS
PART V LAYOUT AND FUNCTIONAL REQUIREMENTS
0, FOREWORD
0.1 This Indian Standard (Part V) was adopted by the Indian Standards
Institution on 8 February 1980, after the draft finalized by the Forts and
Harbours Sectional Committee had been approved by the Civil Engineering
Division Council.
0.2 A great need has been felt for formulating Indian Standards relating to
various aspects of water front structures. These Indian Standards IS : 4651
pertaining to planning and design of ports and harbours structures are being
formulated in various parts. Part I of the standard covers site investigation,
Part II earth pressures, Part III loading and Part IV general design consi-
derations. This part cover layout and functional requirements.
0.3 This standard outlines some of the desirable technical characteristics of
ideal ports and harbours and is intended to provide some guidelines to
the planners and designers who may be required to select a specific site, with-
in the general locality specified, and develop a new or an existing port and
harbour.
0.4 In the formulation of this standard due weightage has been given to
international co-ordination among the standards and practices prevailing in
different countries in addition to relating it to the practices in the field in
this country.
0.5 For the purpose of deciding whether a particular requirement of this
standard is complied with, the final value, observed or calculated, expressing
the result of a test, shall be rounded off in accordance with IS : 2-1960*.
. The number of significant places retained in the rounded off value should be
the same as that of the specified value in this standard.
1. SCOPE
1.1 This standard ( Part V ) lays down functional requirements for the plann-
ing and developing of commercial ports and harbours and gives a general
♦Rules for rounding off numerical values ( revised).
3
IS ; 4651 ( Part V) -1980
recommendation for the layout of the following harbour and operational
facilities:
a) Navigation channel,
b) Harbour basin,
c) Piers and wharves,
d) Storage areas and sheds and storage of hazardous/obnoxious cargo,
e) Open storage area,
f) Other functional and operational buildings,
g) Roads and port railways, and
h) fire protection measures.
2. TERMINOLOGY
2.1 For the purpose of this standard, the definitions given in IS : 73 14- 19 74*
shall apply.
3. SELECTION OF HARBOUR SITE
3.0 For selection of site of ports and harbours the following factors need
consideration.
3.1 Access — Direct access with existing means of internal communications
and dispersion such as rivers, highways, canals and railways is desirable.
Where topography at sites contiguous to inland communication is not
favourable, cost of providing connection to such facilities should be balanced
against savings in the cost of developing remote sites.
3.2 Size and Depth — Adequate size of area and sea front, inshore of break-
waters, if any, and depth without excessive dredging should be available to
accommodate expected traffic. There should be room for future expansion.
3.3 Physical and Topographical Features
3.3.1 Sheltering from Winds and Ocean Waves — Natural sheltering features
such as headlands, off-shore shoals and bars, would reduce the artificial
sheltering i equipments, such as breakwaters, and thereby reduce cost.
Headlands offer protection from winds and waves.
3.3.2 Subsoil Conditions — Sites should be suitable for the construction of
port structures and development of water area. Availability of rock at
shallow depths may be good for structures but unworkable for water area to
be dredged or used as anchorage. Very soft bottom does not also provide
good holding conditions for anchors. Clay or other firm tenacious materials
♦Glossary of terms relating to port and harbour engineering.
IS:4651(PartV)-1980
would form better holding ground for anchorage. Characteristics of soil/
rock at design depth level would thus influence the choice of the harbour
site. .
3.3.3 Dredging— Minimum capital and maintenance dredging and freedom
from dredging large quantities of rock or other hard bottoms should be an
important consideration.
3.3.4 Shore Line Stability — Non-eroding shore lines should be preferred.
Land adjacent to shore line should gradually slope away from the beach.
Locations with pronounced topographical relief such as cliffs adjacent to
shore line may create problems.
3.3.5 Upland Drainage — Upland areas should be naturally well drained
and there should, not be health hazards due to local drainage conditions
3.4 Hydrographic and Hydrological Factors
3.4.1 Tides — Locations with tidal bore and high tidal range should be
avoided.
3.4.2 Current Velocity — Current velocity should preferably not exceed 4
knots ( 7*4 km/h ) anywhere within the harbour.
3.5 Meteorological Factors — Locations subject to pronounced, severe and
frequent storms should be avoided.
3.6 Construction Materials, etc — Availability of construction material,
particularly rock for breakwater and other construction works and adequate
fresh water supply will be an advantage and will reduce cost.
3.7 Strategic and Security Conditions — Strategic and security conditions at
a particular site shall be given due consideration.
4. NAVIGATION CHANNEL
4.0 Genera] — Water ways should be laid out in proper configuration and
designed for good control and safe manoeuvrability of ships under all
conditions, winds, currents, waves, visibility and in adverse weather condi-
tions. It is difficult to lay down rigid standards on various aspects of navi-
gation channel, as conditions will vary from port to port depending upon
its location, natural shelter, tidal and other condition, prevailing depths
and various other factors. Strong currents and winds, for example, have a
very significant effect on the alignment, width, depth, turning circles, etc,
of the proposed channel and can alter the requirements appreciably. The
local conditions and the port's own knowledge and experience are very
important factors.
4.1 The use of channel for navigation pre-supposes that the channel is
adequately marked and lit for night navigation and is provided with necessary
lighted transits and modern navigational. aids.
IS : 4651 ( Part V)- 1980
4.2 Alignment — The alignment of channels should be such that ships ex-
pected to use the channel can navigate with reasonable safety under adverse
conditions of tide, current, wave and wind action. The following are general
conditions in determining the optimum channel alignment. The channel
should be straight as far as possible.
4.2.1 The channel should be located in areas of maximum natural depth to
reduce cost of initial and maintenance dredging.
4.2.2 As far as possible, areas prone to excessive siltation and littoral
drift should be avoided.
4.2.3 The number of curves and the angles of deflection of the axis ( see
4A ) should +>e kept down to a minimum.
4.2.4 As far as practicable, a minimum angle between the channel axis
and the resultant effect of the direction of the prevailing wind and swell
and current should be maintained.
4.2.5 Adequate stopping distance ( see 4.5 ) to bring a vessel to a stop with
or without tug, having regards to the requirements of the using agency and
experience of the port authorities to handle vessel of a particular size
should be provided.
4.2.6 The entrance to the basin should be located on the lee side of the
harbour, where possible. If, however, the entrance has to be located on
the windward size of the harbour, it should be adequately protected by
breakwater.
4.2.7 In critical locations, for example, entrance to harbours, under bridg-
es, approaches to docks, etc, straight approaches long enough for the vessel
to become properly aligned to the berth is necessary.
4.3 Types of Channels
4.3.1 Unrestricted Channels — An unrestricted channel is a channel of
sufficient depth and which has a width more than 10 times the beam of the
largest ship likely to navigate the channel at all states of the tide.
4.3.2 Semi-restricted Channels — Semi-restricted channels are channels in
shallow water where a certain amount of trenching is done by dredging,
allowing for side slopes with the adjoining areas having less depth than
in channel ( see Fig. 1 ).
4.3.3 Fully Restricted Channels — Fully restricted channels are channels
which are fully banked and where the entire cross-sectional area of the
channel is generally dredged; for example in canals ( see Fig. 2 ).
4.4 Curves and Bends — Curves, particularly sharp turns, should be
avoided. Where these are necessary, the following requirements should be
fulfilled as far as possible.
IS : 4651 ( Part V)- 1980
WATER LEVEL
SEA BED
\ DREDGED /
xchannel /
Fig. 1 Semi-Restricted Channel
WATER LEVEL
Fig. 2 Fully-Restricted Channel
4.4.1 For vessels proceeding without tug assistance, the minimum radius,
of the curve should not be less than 3 L for central angle of the turn up to
25°, 5 L for turns beyond 25°, and 10 L for turns beyond 35° where L is
the length of the largest vessel. Where it is not possible to provide these
radii the channel should be suitably widened. As a guide following radius
of curvature is desirable, where possible.
^miu = 1 200 m for ship less than 150 m long O/A
= 2 000 m for 150 m long O/A
= 2 000 to 3 000 m larger than 150 m but smaller than 210 m
long O/A
4.5 Stopping Distance — The stopping distance in channel varies with the
displacement/horse power ratio, reverse power, shape of hull of the vessel,
etc. As a rough guide, the following distance may be provided which
should be sufficient for the vessel entering the harbour to reduce the speed
and bring it to a complete halt.
Vessel in loaded condition — 7 to 8 times the ship's length
Vessel in ballast — 3 to 5 times the ship's length
In harbours where the entrance is exposed to weather, the stopping
distances should be reckoned from the beginning of the protection work to
the centre of the turning basin. The degree of protection required for the
dredged channel will depend on the sea conditions prevailing in a particular
location.
4.6 Depth — The following factors should be taken into account in designing
the depth of the channel:
a) Size, draft, shape and speed of hull of the design vessel;
b) Trim of vessel when moving through water ( termed drag );
IS : 4651 ( Part V)- 1980
c) Current velocity in the channel;
d) Squat assessed on the ratio between cross-sectional area of the
immersed portion of the ship and cross-sectional area of the
channel at low water;
e) Whether the channel is fully Testricted, semi-restricted or unres-
tricted;
f ) Number of lanes in channels;
g) Wind and wave action;
h) The tidal variation;
j) Dredging pattern and frequency;
k) Salinity and bottom material;
m) Degree of accuracies in hydrographic survey and other accura-
cies; and
n) Net under keel clearance.
4.6.1 Taking in consideration of the above factors, it is recommended
that minimum under keel clearances should not be less than 10 percent of
the draft of the vessel in the channel, 15 percent at the turning circle and
20 percent at entrance to the channel in unsheltered areas.
4.7 Width of Channel
4.7.1 The clear width of a restricted channel measured at the bottom
of the dredged bed may be taken as the sum of the following three
zones ( see Fig. 3 ):
a) Manoeuvring lane ( single lane) should be 180 to 200 percent of
the vessel's beam in straight channels and suitably widened in
curved channels;
b) Bank Clearance — Normally 75 to 1 50 percent of the beam of the
largest vessel on each side; and
c) Passing Clearance — The distance between adjacent manoeuvring
lane in two lane channel, should not be less than the beam of the
largest vessel,
4.7.2 Where the width of the channel is to be reduced at the harbour
entrance for obtaining tranquility conditions, the reduced width between
pier heads shall be a minimum of 0*7 to 1 times the length of the largest
designed vessel. Where the entrance is between sloping breakwaters the
width should be measured at the maximum draft at mean low water.
4.7.3 Should currents or cross winds across the channel be experienced,
the .width of the manouvering lane should be increased on the basis of the
direction and the maximum velocity of cross currents or wind experienced.
An example of this allowance is given in Fig. 4.
8
IS : 4651 ( Part V)- 1980
//AW
0-75-1-5B
B
-77X77?
1.8-2-0 B
//AW
0-7^-L5B
BANK MANOEUVRING BANK
CLEARANCE LANE
BOTTOM WIDTH 3-3-5-0 B
3A ONE LANE CHANNEL
S
^
"7P7SPP7
//AW/
1.8 - 2-0 8
MANOEUVRING
LANE
0-75-1.5 B
BANK
CLEARANCE
//AM
1-8 - 2*0 B
MANOEUVRING
LANE
///WM
^
-PASSING
CLEARANCE
^0.75-1*5 B
BANK
CLEARANCE
BOTTOM WIDTH- 5-1-8-0 B
3B TWO LANE CHANNEL
Fig. 3 Width of Channel
4.7.4 In channels where ship yaw is experienced due to quartering seas,
the width of the manoeuvring lane should be suitably increased.
4.7.5 In case of riverine ports having a very long channel with no
intermediate anchorage and where navigation is dependent on tides, the
width of the channel may have to be increased at places to allow for the
vessel to swing round.
IS: 4651 (PartY) -1980
CURRENT 5-5km/h
CURRENT 5-5km/h
COURSE MADE GOOD
BY SHIP
U WIDTH OCCUPIED
—BY SHIP IN-
CHANNEL 135m APPROX
-CHANNEL WIDTH 215m-
CHANNEL WIDTH 335 m-
Fig. 4 Example Showing Allowance due to Currents
or Cross Wind
10
IS :4651 (Part V>- 1980
4.7.6 la increasing the width of the channel at curvature the widening
of the curve should be done by the parallel bank method. The slope of the
transition should be at least 1 in 20 ( see Fig. 5 ).
Fig. 5 Parallel Widened Bend in Channel
4.8 Currents and Winds
4.8.1 The current in channel section at harbour entrance should not be
too strong or too sluggish to maintain required sediment movement. In
general the maximum current should not exceed 4 knots (7*408 km/h)
where possible. Where the current velocity exceeds this value, it may be
necessary to adjust the channel cross section to maintain an optimum
flow.
5. HARBOUR BASIN
5.1 Layout — The following are general considerations in determining the
layout of a harbour basin.
5.1.1 Harbours receiving wide range of vessels should preferably be
divided into at last two zones — one for larger ships, and the other for
smaller crafts to be located in the inner and shallower regions of the
basin.
5.1.2 A separate basin on the leeside of the main basin for bulk cargo
and cargoes of noxious nature should be provided. Hazardous cargo
wharves should be located keeping in view safety distances and clearance
from other berths and installations preferably towards the outer end of
the harbour or basin. Berths for vessels carrying explosives or petroleum
lubricant ( POL ) products shall be located in isolated anchorage or areas
keeping in view the safety distances. In all cases statutory requirements
should be complied with.
11
IS :4651 (Part V)- 1980
5.1.3 The dimensions and layout of the basin should be critically examin-
ed with respect to short and long period resonance.
5.1.4 The berths and berthing basins should be located in areas which
are best protected from wind and wave disturbance and away from the
disturbance incident upon the harbour entrance and resonance.
5.1.5 The turning basin should be located at the head of navigation
channel and should occupy the central area of the main basin offshore of
the berths.
5.1.6 The anchorage area should be located close to the harbour entrance
but well clear off the channel traffic,
5.1.7 Offshore moorings should be located as close as possible to the
shore.
5.1.8 A spending beach should be provided, where necessary, opposite
harbour entrance.
5.2 Depth — The depth of the harbour basin below the chart datum should
be determined based upon tranquility and salinity conditions. The mini-
mum depth of water within the harbour basin should not be less than the
loaded draught of the largest vessel plus an allowance of 0*60 to 0'75 m for
underkeel clearance. Where the harbour bottom is hard, the allowance
should be increased to 1 m. Additional clearance may be required in basins
where wave energy disturbances exist.
5.3 Water Area — The total water area requirement for the harbour basin
would normally comprise of the following:
a) Berthing area,
b) Passage and manoeuvring area,
c) Turning basin/ circle, and
d) Anchorages and offshore moorings.
Separate water areas should be allowed for channels, special berths,
and spoil grounds if disposal of dredging should be done. The capacity of
the water areas within the harbour may be evaluated in terms of numbers,
types and sizes of vessels which could be simultaneously anchored within
the harbour limits and at pier or wharf berths. Unless the harbour is a
natural one, because, of economic reason, its size should be kept as small as
possible as will permit safe operations to take place.
5.3.1 Berthing Area — The space required for berthing of ships should be
based on the dimensions of the largest design ship and the number and type
of ships using the harbour. This is the area in front of the berthing struc-
ture required to accommodate the vessel or vessels and attendant craft.
12
IS :4651 (Part V)- 1980
5.3.1.1 Length of berthing area— For long continuous wharf for large
ocean giving vessels, the recommended length of the berthing area should
not be less than the length of the design vessel plus 10 percent subject to a
minimum of 15 m. This may be increased up to 20 percent in basin exposed
to strong winds and tidal conditions. For finger piers and marginal quays
meant for general cargo vessel provisions are given in 6.3.1 to 6.3.3.
5.3.1.2 Width of berthing area — The width of berthing area should not
be less than 1-15 times the beam of the design vessel. To this width the
beam or beams of the attendant craft should be added.
For accommodating^everal vessels abreast, the width of the berthing
area should equal the number of vessels for berth multiplied by 1*10 times
the beam of the design vessel.
For finger pier, the width of the slip including manoeuvring area ( see
5.3.2 ), that is, the water area between adjacent piers should be not less
than 3 times the beam of the design vessel plus 30 m for single bcah piers
and 4 times the beam of the design vessel plus 45 m for double berth piers.
An extra allowance should be made in cases where the wind velocity is
likely to exceed No. 5 in the Beaufort scale that is a wind velocity of 35
km/h.
5.3.2 Tassage and Manoeuvring Area — This is the space beyond the
berthing area required for the passage of vessels and tugs, and to permit
vessels to enter or leave their berths.
5.3.2.1 The width required to permit a vessel to swing freely into a
berth is 2*0 times the length of the vessel for berths at 90°, 1-50 times for
berths at 45° and, 0*60 times the length of the vessel for berthing parallel to
the fairway.
5.3.3 Turning Basin /Circle — The size and/ or diameter of the turning
basin would depend on the geometry of water area available and berth
arrangement ^nd shall be as follows.
5.3.3.1 The diameter of the turning circle where vessels may be warped
round turning dolphins, should be minimum V2 times the length of the
largest vessel to be turned.
5.3.3.2 Where vessels turn by free interplay of the propeller and rudder
assisted by tugs, the minimum diameter of the turning circle should be 1-70
to 2*0 times (1*70 for protected locations and 20 for exposed locations)
the length of the largest vessel to be turned. Where no tug assistance is
available, the diameter of the turning basin may be as large as 4 times the
length of design ship.
5.3.4 Anchorages and Offshore Moorings — The water area required for
anchorages and mooring basin depend on number, type and sizes of vessels
which would require protection in bad weather and/or the number, type of
buoy mooring berths required for supplementing bulk cargo handling.
13
IS:4<fcl(PartV)-1980
5.3.4.1 For free swinging moorings ( see Fig. 6 ), the radius (R) in
metres of the anchorage area per berth may be computed from the following
equation:
a) Using ships anchor and chain
R = 165* + L + * L
where L is the overall length of the vessel in metres.
b) Using mooring buoy
R = V2L + r
where r *= radius of swing of buoy allowing for tidal range in metres,
and may be estimated from standard catenary equation.
ANCHOR AND CHAIN
MOORING BUOY
Fig. 6 Free Swinging Moorings
5.3.4.2 For bow and stern mooring — The water area per berth may be
calculated on the following basis ( see Fig. 7 ):
a) For anchor/buoy system, the length ( X) in metres, and width ( W)
in metres, of the anchorage area
jr=l-2Z + r+110*
W**2r + B
where
L = length of vessel in metres,
r = radius of swing of the buoy in metres, and
B ■» the beam of the vessel in metres.
♦Equivalent to 4 shackles.
14
IS : 4651 ( Part V)- 198a
b) For two-buoy system:
W = 2r + B
c) For anchors/dolphin system:
X - 1*2 £ + 110*
W=1B
d) For two-dolphin system:
X = 1-4 Z
_^ CURRENT
^\
ANCHORS/ BUOY X ) •—
2 BUOY ^ k
OR • — < ) • C
2 DOLPHINS
Fig. 7 Bow and Stern Moorings
5.3.4.3 In multiple point moorings, the vessel is secured to a minimum
of four mooring points thereby restraining the vessel to a more or less fixed
position. Typical mooring arrangements and area requirements are shown
in Fig. 8. The selection of the mooring system should be based on the
degree of exposure, size of vessel, degree of restraint required and bottom
material.
A symmetrical layout of buoys about the centre line of the berth
would be an advantage where currents and wind directions reverse fre-
quently.
5.4 Sheltering from Wind, Currents and Waves — The harbour basin should
be designed and planned in such a way that an acceptable degree of shelter
can be provided to vessels entering or leaving the berths or basin against
wind, currents and waves disturbances.
♦Equivalent to 4 shackles.
15
IS : 4651 ( Part V) -1980
CURRENT
■^s
^^^-v^-
^
1,
4-BUOY
2>c
)
SYSTEM
-"1.
l r^-
.1
r
? 1 ... —
!^
^
►
3-BUOY ANCHOR
SYSTEM
^*
^
4-P01NT MOORING SYSTEM
r
165" 5
0-2-0-5L
B*0-5-1.0L
5-POINT MOORING SYSTEM
- K
e-POJNT MOORING SYSTEM
•Equivalent to 6 shackles, that is 165 m.
Fig. 8 Multiple Point Moorings
16
IS : 4651 ( Part V )- 1980
5.4.1 Waves — As a general rule the wave disturbance within the harbour
should not exceed the following tranquility condition:
Maximum Significant Wave Height
in m
A
At berth
Turning basin
Offshore
mooring
General cargo
0-65
0*90
1-50
Bulk cargo
0-90
1-20
1-50 for
berthing
2-50 for
operation
Container cargo
0-65
1-20
—
Passenger vessel
0-65
—
—
Trawler and fishing boats
0*60-0-90
—
—
Deep sea tugs
—
1-20
—
Dredgers
—
0-45-2*00
—
Supervisor's boats
0-60
0-60-1-20
—
The actual figures will depend on the mooring and berthing systems,
the methods of loading and unloading used at a particular berth, and with
the orientation of the berth in respect of wave directions.
5.4.2 For studying the problem of shelter within the harbour basin and
for designing appropriate protective measures with precision, hydraulic
models should be resorted to. Models for this type of study should be
designed in accordance with the scale relations based on Froude Law. The
use of hydraulic models should be combined with marine ship experience
and good engineering practice for proper results.
5.5 Harbour Entrance
5.5.1 Width — The width of harbour entrance should be minimum
consistent with safe navigation and tranquility requirements on the harbour
and as a rough guide may be considered as follows:
For medium vessels ( that is, vessels up to 150 m overall length) —
100 to 150 m, and
For large vessels — 200 to 250 m ( see also 4.7.2 ).
Where the entrance is between sloping breakwaters, the width should
be measured for the maximum draft of the largest vessel at bed level.
5.5.2 Location — The entrance should be on leeward side of the harbour
where possible. If, however, the entrance must be located on the wind-
ward end of the harbour, adequate overlap of the breakwater should be
17
IS:4651(PartV)-1980
provided so that the vessel should have passed through the restricted
entrance and be free to turn.
5.5.3 The effect of cross winds and/or currents should be carefully
considered.
6. PIERS AND WHARVES
6.1 Required Features — The general features, convenience and facilities
of piers and wharves complex should be as follows:
a) Berths of sufficient depths and widths to allow vessels to approach
and leave easily and move safely;
b) Adequate fender system;
c) Sufficient mooring devices, bollards, etc, to safely secure vessel;
d) Cargo handling equipment;
e) Covered and open storage spaces for cargoes, oifice space and
other operational requirements;
f ) Proper board and rail accesses, adequate facilities for loading/
unloading road vehicles and rail wagons and parking spaces for
lorries and other road vehicles;
g) Passenger traffic conveniences, waiting rooms, baggage rooms,
immigration facilities, customs inspection; and
h) Availability of suitable utility services, fire fighting equipment and
alarm system.
6.2 Location and Form — The location and form for berths should be
decided by the following general consideration:
a) Maximum ease of entering and leaving berth,
b) Availability of required quayage for the design vessel,
c) Freedom from harbour line restrictions,
d) Foundation condition to permit economic design, and
e) Isolation requirements and safety regulations.
Special berths, such as, for noxious cargoes, tankers or explosive
berths, safety regulations should be given extra consideration.
6.2.1 General Cargo Berths — These berths require a proper apron with
cargo handling cranes, rail sidings, circulatory roads, a large shed, ade-
quate open storage areas, proper road and rail accesses, loading/unloading
areas, lorry parking space, etc. The activities at a general cargo berth
generate a good deal of traffic. These berths should, therefore, be kept
clear off the arterial roads but in close proximity to in/out gates.
18
IS : 4651 ( Part V ) - 1980
6.2.2 Passenger Berths — These should be located in close proximity
to public road and if possible, rail systems to avoid interference of passen-
ger traffic with dock traffic and security requirements. The berth should
preferably be located outside the impounded dock and should have
adequate area for a passenger terminal building, circulatory roads,
parking of vehicles and railway platform, if possible. The berth should be
located as far away as possible from bulk handling berths, tanker berths,
and explosive berths.
6.2.3 Bulk Handling Berths — These berths require very large storage
areas for import/export cargo, storage silos, and good road and rail
service behind to berth. Otherwise means should be provided for carry-
ing materials to and from stockpile and the berth. These berths normally
generate a large amount of dust due to which they should be kept in remote
areas away from passenger and general cargo berths and so located that
the wind may carry the dust away from such berths.
6.2.4 Container Berths — These berths require fairly large level and
well paved back-up areas over 8 hectares immediately behind the berth.
For safety of operation the berth should preferably be fenced off with
restricted entry/exit gates. Where containers are railborne, rail sidings
should be laid immediately behind the storage areas. Good road accesses
shall be provided. As the container operation is based on high rates of
loading/unloading and a quick turn round time for the vessel such berths
should preferably be located outside impounded docks. If inside the basin
the berth should have easy access for approach and leaving.
6.2*5 Tanker Berths — As the nature of cargo handled at such berths
is explosive such berths should be located in remote areas of the harbour
where adequate depth of water, turning area, waiting and emergency
anchorages and adequate land for storage of products is available in the
vicinity. If inside a basin the tanker berth should be along side the outer
arm at least 90 m away from the nearest berth and from the edge of the
turning basin. Tanker berths should also be so located that wind may
carry away spillage from the edge of the turning basin. Tanker berths
should also be so located that wind may carry away spillage from general
anchorage or berthing areas.
6.2.6 Explosive Berths — These should not normally be located in general
port area. For safety and distance requirements local and/or international
regulations should be applicable.
6.2.7 Ship Repair Berths — These berths should be located where good
workshop and road access are available. These berths do not require very
wide aprons.
6.2.8 Lay- Up Berths — These berths are required for tying up port and
commercial flotilla when idle. Their requirement is, therefore, adequate
19
IS : 4651 ( Part V)- 1980
quay and water area not far away from the commercial part of the dock.
Water and oil bunkers should preferably be supplied at this berth.
6.2.9 Hazardous Berths — These should be isolated from passenger berths
and requirements as specified in relevant regulations should be followed.
6.3 Dimensions — The size of the pier and wharf should be decided on
the basis of dimension of the largest vessel it is required to handle, the
quayage area required for transit shed, number of railway tracks, truck
lanes, use of crane and the width of apron required to accommodate
mooring facilities, and utility services. As a rough guide the dimensions
given in Fig. 9 should apply to general cargo berths. The design of a bulk
handling berth or container berth requires special consideration and is
governed by the type of mechanical handling equipment to be used as well
as the vessel sizes. The design of such berths should be co-ordinated with
the design of the equipment to be used. As a rough guide, the depth of
water at berth and length of berth may be taken from Appendix A.
6.3.1 Finger Piers for General Cargo — The size of the pier is determined
on the basis of the largest vessel it is required to handle, the area required
for apron, transit sheds, railway tracks, roads and other utility services.
In this connection reference may be made to 5.3.1.1. For initial planning,
the dimensions given in Fig. 9 Types I, IIA and IIB may be employed.
The area of the transit shed may be taken as given in 7.2.1.1 where L is
the length of the berth in metres.
6.3.2 Marginal Quays for General Cargo — The layout of berths is based
on consideration similar to those for finger pier berths as above. The
layout of a good general cargo berth is shown in Fig. 9 Type III.
6.3.3 The length of pier or wharf meant for a single vessel should
be 50 to 60 m more than the overall length of the design ship. Where
more than one vessel has to be accommodated, recommendations made
under 5.3.1.1 shall govern.
6.3.4 The minimum width of the pier should be calculated on the basis of
area required for transit shed, number of railway tracks, truck lanes of
minimum width, apron and width of crane track. As a rough guide an area
of 8 500 m 2 may be allowed for transit shed for each berth.
6.3.5 Width of Apron — The minimum width of apron may be taken as
follows:
Facilities Apron width
m
a) For general cargo:
One way traffic 6 50
Two way traffic 8-00
One track -J- One truck 950
20
IS : 4651 ( Part V ) - 1980
One track -f gantry crane 11*00
Two tracks + one truck 13*50
Two tracks -f- one gantry crane 15*00
Modern cargo berths 15-00 to 18*00
b) For fish wharf 3*00
c) Container berth 40*00
d) Bulk handling and other Determined by the travell-
specialised berths ing cargo transfer equip-
ment, conveyor, access
road and railways, etc.
e) Tanker berth Determined by the liquid
transfer equipment, pipe-
lines, etc.
6.3.6 Width of Pier — The width of a pier handling bulk cargo such
as ore, grain, cement, etc, should be sufficient to accommodate the travell-
ing cargo transfer equipment, conveyor and access road.
6.3.7 Deck Elevation — The required deck elevation of cargo terminal
is related to optimum position of the cargo transfer equipment to cater for
two extreme situations, that is, with the largest vessel in light displacement
condition at high water and with the smallest vessel fully laden at low
water. The deck elevation should normally be at or above highest high
water spring plus half height of an incident wave at the berth location plus
a clearance of 1 m.
6.3.8 It is recommended that the minimum total land area behind berths
should be as follows:
General cargo berths 2*5 to 3*0 ha
Container berths 8 to 12 ha
Bulk cargo berths Related to the type of
cargo to be handled, type
of equipment envisaged,
capacity of the stockyard,
rail and road requirements,
etc.
6.3.9 Crane Track
6.3.9.1 Track gauges — A track gauge of 6*0 m has been recommend-
ed as a standard gauge for the wharf cranes unless otherwise demanded by
local considerations.
21
IS:4651(PartV)-1980
5 TO 30 m — J (- L
16m
mm.
25 TO 30 m
LENGTH OF PIER. 1.50 TO 60m
TYPE 1 (TWO BERTHS)
5 TO 30m —
{
L,
F
H
L 2 -
r
-25 TO 30m
,^-
t
. . Li ♦ L 9
SHED
18TO30m-
J
SHED
"1
-e»
d < M
SUBJECT TO A
MINIMUM OF 15
1
(
"*N
> (
>
TYPE HA (FOUR BERTHS)
25 TO 30m —
\
L) (d |_
— 12
r
>'(
«■'
1
SHED
L
t
50 m
*
SHED
r°
-e-
1
(
> c
>
25 TO 30 m
d*
L1*L 2
20
SUBJECT TO A
MINIMUM OF 15 r
TYPE II B
9A FINGER PIER BERTHS
a — Width of apron
e — Turning space for trucks, varies between 6 to 15 m inversely with 'a*
Fig. 9 , Dimensions for General Cargo Berths — Contd
22
IS :4651 (Part V)- 1980
25 TO 30 m
Ll
£
t-2
<.
f\
25 TO 30 m.
2JL
-10 m
SHED
lit
18 TO 30 m
Z3
TTTTvj
30 m
t
EX
SHEO
R O A D
lO
18 TO 30 m
SHED
y
ARTERIAL ROAD
OPEN
STORAGE AREA
!5m
dt<£ L ' 4L 2 SUBJECT TO A MINIMUM OF 15m
<*2<Jij'j SUBJECT TO A MINIMUM OF 15m
TYPE III
9B MARGINAL BERTHS
a — Width of apron
e — Turning space for trucks, varies between 6 to 15 ra inversely with c a*
Fig. 9 Dimensions for General Cargo Berths
6.3.9.2 Clearance from wharf edge — The outer rail of the crane track
shall be laid as far away from the quay edge as possible without reducing
the capacity of cranes to handle cargo from vessels at the desired outreach.
This is required to guard against damages likely to occur due to vessels
colliding with wharf cranes. The maximum distance of the quay edge inclu-
sive of fixed fenders from the outer crane track is recommended as 2*65 m.
6.4 Mooring Facilities — The shape, size and location of mooring devices
is dependent on the type of berthing structure, size of vessel to be handled,
wind and tidal condition at the berth location.
6.4.1 Bollards — For general cargo berth, the spacing of spring line
and breast line bollards should be 25 to 30 m along the length of the berth
and these should be located approximately 0*15 m behind the cope line
of the berthing structure. Larger fittings or corner posts may be installed
at the outshore corner of the pier or wharf for handling bow and stern
mooring line. Spacing of bollards may be varied to cater for special
conditions.
6.4.2 Cleats — For handling smaller vessels or harbour crafts, moor-
ing cleats or rings should be installed between mooring bollards along
the entire length of the pier or wharf, mooring cleats may be located in
line of the bollards and mooring rings approximately 50 cm above the
mean high water level.
6.4.3 Capstans — These are usually provided to assist the movement
of vessels, though entering locks, and passages together with wharping of
23
IS : 4651 ( Part V)- 1980
vessels, into and out of graving docks and floating docks. Capstans are also
provided at offshore berths.
6.4.4 Mooring Dolphin — Where the length of the berthing structure
is comparatively small, separate mooring dolphines with bollards mounted
on top would be necessary for effective handling of bow and stern moor-
ing lines. The number and location of the mooring dolphines should be
such that the bow and stern lines from vessels of different sizes can be laid
with an angle not steeper than 45° with respect to berthing line in the
horizontal plane. Mooring dolphins should be ideally located 30-45 m
behind the berthing face wherever possible.
6.4.5 Chains or ladders and staircases suitably recessed into the structure
should be provided at suitable intervals along the pier or wharf as a safety
measure.
6.5 Utility Services
6.5.1 Lighting — Adequate lighting should be provided in this area and
average horizontal illuminance of 20 lux is recommeded in the working area
while average illuminious of 5 lux is recommended in other areas of apron.
6.5.2 Water Supply to Ships — Two water supply points, 50 m on either
side of the berth centre line may be provided, each with a minimum capa-
city of 600 to 900 1/min having a minimum outlet pressure of 175 kN/m 2
( 1-75 kgf/cm 2 ).
6.5.3 Fuel Supply — Where demand for bunkers is expected, fuel supply
points with a delivery capacity of 100 to 150 tonnes per hour should
be provided along side the water supply system except on oil terminals
where the bunkering points may be located on the loading/unloading
manifold.
6.5.4 The following utility services may also be provided;
a) Adequate shore- to- ship telephonic connection;
b) Access to coastal facilities; and
c) If tankers are likety to visit the port, tank cleaning facilities with
facilities for acceptance of oil and water mixtures.
7. STORAGE AREAS AND SHEDS
7.1 Storage Areas
7.1.1 For bulk cargo the area for open storage, wheie required, should
be determined by considering the location of inland transport facilities as
well as proximity to the berth.
7.1.2 The minimum open storage area required for supply berth should
be one shipload, but where continuous replenishment to the stockpile
24
IS : 4651 ( Part V ) - 1980
cannot be assured, the capacity of the storage area should be calculated on
the basis of annual throughput and the rate of supply to storage area and
rate of removal from storage area.
7.1.3 Storage of petroleum products should be. separated from main port
area and be confined within the dykes.
7.2 Transit Sheds and Warehouses — The following additional space is
required in a transit shed for which provision should be made in the layout:
a) Lock fast room for housing pilferable, valuable and highly dutia-
ble goods for customs inspection and clearance. The enclosure
should be made of wells and grills construction;
b) Separate storage compartments for dirty cargo such as paints,
lamp black oil, etc;
c) Room for stevodore's gear;
d) Wash room, toilet facility;
e) General office and customs office, normally to be provided at the
head end of the shed;
f ) Space for shipping clerk and customs inspector; and
g) Telephone booth.
7.2.1 Dimensions
7.2.1.1 Area — For general cargoes, the gross floor area should be
determined on the basis of volume and type of cargo moving through the
shed, frequency of ship calling, \rate of clearance of cargo from the shed,
spaces occupied by aisles and operational staff, etc. For berth handling
ships of 10 000 to 15 000 DWTs, the gross floor area of transit sheds is
about 7 000 to 9 000 m 2 . For larger ships more area may be provided.
7.2.1.2 Length and size — Where possible, the length of the transit shed
should be out to out length of the fore and aft hatches of the largest design
vessel. In multiple berth dock, it would be desirable to provide individual
transit shed for each berth. The clear space between two adjacent sheds
should be 18 to 30 m for truck access and flexibility in cargo handling
( see Fig. 9 ).
7.2.1.3 Height — The recommended minimum height inside the transit
shed should be 6 m clear. For mobile crane movement inside the shed, a
minimum clearance of 7* 50 m should be adopted.
7.2.1.4 Spacing of columns — Minimum span for shed and internal
columns should be 12 m in both directions. Longitudinal spacings of wall
columns should not be less than 6 to 8 m depending upon door size.
7.2.1.5 Doors — Doors should be planned both in front and back,
opposite to each other. In addition, one or two large doors should be
25
IS : 4651 ( Part V )- 1980
provided at the gable ends for easy access of trucks, cranes, fork lifts, etc.
All doors should be provided with locks and bolts which can be operated
from inside.
a) Spacings — For transit sheds having narrow apron, the spacing of
the door should preferably be in each bay but not greater than
alternate bay, to minimize lateral movement on the apron.
Where wide aprons are provided, doors should be provided
at every second or third bay. Maximum centre to centre distance
between two doors should not be greater than 18*50 m.
b) Minimum size of door should be 3*70 x 4*90 m high, desirable
size being 5*50 x 600 mhigh.
c) Type — Doors may be roller shutter or horizontal sliding sus-
pended from overhead rails type with a safety device to prevent
door shutter lifting of accidently.
d) Wicket doors — In large doors, especially at the gable ends, a
small wicket door should be provided for the access of workmen to
avoid opening of the entire door when not in use for cargo transit.
The minimum size of a wicket door shall be 1*00 X 2-25 m high.
e) Peepholes covered with mesh (100 mm <j> ).
7.2.1.6 Floors — The floor should be provided with slope upwards for
cleaning and drainage. The desirable slope should be 1 in 100. For
special uses and loading devices, floors may be sloped suitably.
Floors should have smooth even surface, concrete floor should con-
tain a layer of floor hardner or filling to prevent severe wear. Precast and
prestressed concrete floor slab may be given 4 cm thick asphaltic concrete
wearing coat and finishing smooth. Asphaltic pavements may also be used
for flooring of transit sheds.
7,2.1,7 Loading platform — The minimum width of the loading platform
at the rear and inshore end should be 3*65 m. The height of the platform
should not be less than 1 m and not greater than 1*25 m from roadway /top
of rail level. Piatform should be covered with canopy extending at least
1*50 m beyond the edge of the platform.
7.2.1.8 Appurtenances
a) Ventilators — Ventilators should be provided in transit sheds.
Design based on one-and-half air changes per hour gives desired
effect. Ventilators may be round gravity type, the continuous
ridge ventilators or forced draft mechanical ventilators.
b) Lighting — Adequate provision for natural daylight should be
made by providing roof and/or side wall lighting. Artificial light
should also be installed to supplement or replace natural light.
Average horizontal illuminance recommended is 100 lux.
26
IS : 4651 ( Part V)- 1980
c) Protective devices — AH openings, depressed areas and drive
ramps should be guarded with concrete curbs, and pipe hand rails
to prevent accident.
All internal columns and door jambs should be protected
up to a height of 1*5 m by using heavy pipe guard rail, angle iron
set in the corner or similar device.
Walls may be protected by using concrete on the lower
section. Electrical panels, water and fire piping should be protected
by some guide frame.
d) Windows — These be suitably provided.
7.2.1.9 Multistorey transit sheds — Normally, behind the berth single
storey shed is to be preferred where there is no space restriction behind the
berth. For restricted areas two-storey sheds may be constructed in which
case, separate floors can be used for handling imports and exports advan-
tageously. Transit sheds should not be built more than two storeys high.
Where wharf crane is used for handling cargo in and out of the first floor of
a two storey shed, a setback or a cantilevered balcony of minimum 3 m
width for the first floor measured from the outside face of dock side wall
below should be provided for direct unloading on the roof before transit
into the upper storey shed.
8. ROADS AND PORT RAILWAYS
8.1 The layout and design of roads and port railways should conform to
relevant standards.
8.1.1 Roads — The following general considerations are necessary in
planning the port road system:
a) The road system in the docks should comprise arterial roads for
through traffic and feeder and circulatory roads to the individual
berths, depots, yards and other operational points. The arterial
roads should be set at the back of the berths and be linked to the
public road system through the security gates. Railways crossing
the arterial roads should be kept to the minimum.
b) The width of the road should be as large as possible and determined
on the basis of expected traffic with provision for future widening.
Arterial roads should preferably be 18 m wide, feeder roads 12 m
wide and circulatory roads 9 m wide. Adequate camber and super
elevation should be provided consistent with the speeds permitted
inside the docks.
c) For single lane roads passing lanes should be provided at suitable
intervals.
d) The roads should be properly drained.
e) The roads should be properly lit.
27
IS : 4651 ( Part V)- 1980
f ) Loadings, intensity of traffic, location, uses, nature of subgrade,
and capital and maintenance costs affect the selection and design
of pavement.
g) Ducts or tunnels should be laid across roads for crossing of ser-
vices.
8.1.2 Port Railways — The size and capacity of the port railways system
should be consistent with the volume of inward and outward rail traffic
expected to use the port. A well laid out system should have the following
features :
a) Exchange siding or marshalling yard for exchanging incoming and
outgoing trains between main line railways and port railways.
b) Classification yard or sorting siding for breaking up main line
trains into trains of wagons in berth, warehouses or for sorting
out outgoing wagons into train order for handling over to despatch
line.
c) Sick or Heavy Repair Line — Where bulk material such as ore,
coal, bulk chemicals are unloaded using wagon handling equip-
ment, sick or heavy repair line should be provided for inspection
and sorting sick wagons. Generally, a separate shunting neck-
off classification yard and connecting despatch line is used for this
purpose.
d) Shunting loco sheds and provision of fuelling of port locomotives.
e) Automatic wagon movement and control system for operation of
port railways.
8.1.3 Quay Side Tracks — These need only be provided if there is suffi-
cient cargo for direct loading and unloading to and from trains. On most
quays, two tracks on the quay side and two in the rear of transit shed
should be sufficient. One track on each side should be used as a service
track connecting the sorting siding. Quay side tracks should be laid with
top of rail level flush with squay surface to ensure no obstacle to road
vehicles.
9. FUNCTIONAL AND OPERATIONAL BUILDINGS
9.1 In planning the layout of port area, the requirements of the following
functional and operational buildings also have to be kept in view. While
it is not possible to lay down any standards to cover these buildings, guide-
lines regarding their functions and possible locations are indicated below.
9.1.1 Traffic Offices — Usually there is main office for the staff of the
traffic department like wharf superintendent, cash officers, shift staff, etc,
and is located near the docks. There are also sub-offices department, ship
agents, etc.
28
IS : 4651 ( Part V)- 1980
9.1.2 Custom Officer — Generally there is a main office to accommodate
custom inspector and his staff and there are also sub- offices located at
berths for accommodating custom appraisers, etc, who have to perform
their functions at individual berths whenever ships are there. Usually
these sub-offices are located in transit sheds wherever available.
9.1.3 Deputy Conservator's Office and Signal Tower — This is normally
provided in a multi-storeyed building which is located in such a place com-
manding a good view of approach channel and entrance. The offices of the
deputy port conservator and his staff and staff of P & T Signal and Mete-
orological Department are accommodated in this building. On the roof of
this building signal mast, transmission poles, meteorological instruments,
etc, are housed.
9.1.4 Mooring Masters Office — This is a small office located near berths
to accommodate the offices of mooring master, his staff and stores.
9.1.5 Dock Master's Office — This is also a small office located in respec-
tive dock areas to accommodate dock master and his staff.
9.1.6 Sheds for Cargo Handling Equipment — These are required to house
cargo handling equipment like cranes, fork lifts, etc, and they are preferably
located between berths.
9.1.7 Hazardous Cargo Shed — This shed is required for storing hazar-
dous goods and hence has to be located at a comparatively isolated place.
9.1.8 Fumigatorium — This shed is required for fumigating cargoes like
cotton bales.
9.1.9 Illumination Towers — These are required for illuminating the
wharf area and are generally located at the frontage in between berths and
at open yards.
9.1.10 Incinerator — This is required to dispose off waste matters and
is located taking into consideration prevalent wind direction, location of
residential buidings, etc.
9.1.11 Transit Sheds and Warehouses
9.1.12 Fire Station
9.2 In addition, other buildings like power house sub-stations, railway
buildings, offices, workshops, dock safety offices, staff and labour amenities
like canteen and rest places, stores, etc, are to be provided for. Toilets for
shore workers as well as for staff from ships should also be provided. This
must be placed within easy access from the ship's gangway.
9.3 Suitable places have to be earmarked in the master plan for buildings
to be constructed by other departments/agencies, like buildings for port
health officer, ship surveyor, merchant navy club, shipping companies,
naval /coast guards.
29
IS : 4651 ( Part V ) - 1980
10. FIRE PROTECTION
10.1 Preventive Measures — The design and layout of operational facilities
for the port should be carefully planned. The following considerations are
required to reduce potential fire hazards:
a) Pier structures should be separated by adequate open space from
adjoining buildings and upland storage areas.
b) Maximum utilization of non-combustable building materials, com-
partmentalisation of piers and storage structures by fire stops and
firewalls.
c) Provision of adequate automatic sprinkler system and/or fire
hydrants.
d) Adequate fresh or salt water supply under pressure.
e) Provision of first aid fire extinguishing equipment at strategic
location.
f ) fire alarms at easily accessible locations.
g) Proper maintenance of electric circuits and equipment.
10.1.1 Non-combustible Construction — Reinforced concrete bricks,
steel-framed with corrugated iron and asbestos cladding offer some degree
of fire resistance. To increase the fire resistance, structural steel in storage
sheds may be encased with concrete and concerete floor slabs may be
made minimum 1 2 cm thick.
Transit sheds and warehouses may be divided into separate sections by
constructing fire wall spaced at 100 m centres or where floor area exceeds
4 000 m 2 . In piers, fire stops may be constructed at 50 m centres and fire
walls at 150 m centres.
10.1.2 Automatic Sprinklers, Dry Plains and Fire Hydrants — At ware-
house and storage sheds exceeding 1 000 m 2 floor area automatic sprinklers
should be installed to arrest the spread of fire.
Fire hydrants on quay side and yard hydrant should be spaced at
approximately 100 m centre in all directions.
10.1.3 First Aid and Fire Extinguishing Equipment — The following are
the recommended fire extinguishing equipment which shouid be stored at
strategic locations at the pier and in storage shed:
a) Soda I acid or water type portable extinguisher — Aggregate capa-
city 10 1 per 200 m* of floor area but not less than 20 litre per
floor.
b) Hydrant hose reel — One 20/25 mm diameter tubing per 400 m*
or one per floor minimum. A light weight hose cart may be
stored in a shed on the open pier and hand driven to hose station,
when needed.
30
lS:4651(PartV)-1980
c) Water bucket — Three numbers per 200 m 2 floor area, but not
less than one per floor.
10.1.4 Fire Alarm — Fire alarm should be installed in boxes and located
on the pier on pedestal and on quay wall at 100 m centres and be connected
to overall fire-alarm system of the port.
10.1.5 Water Supply for Fire Fighting — As a rough guide watersupply
required for combating fire in storage shed is 4 500 1/min for minimum 4
hours for the automatic sprinkler system. The recommended residual
pressure at the sprinkler head is 98*00 kN/m 2 ( 1*00 kgf/cm 2 ). Where there
is no sprinkler system, the minimum requirement of water supply
through water hydrant is 9 000 1/min at a residual preasure at the pump
hydrant point of 75 kN/m 2 ( 0-75 kgf/cm 2 ).
For pier or wharf up to 600 m length, the water supply requirement
is 6 000 1/min at a minimum residual pressure of 1 500 g/cm a up to a maxi-
mum of 12 000 I/min for a multiple berth wharf or pier.
APPENDIX A
*
(Clause 6.3)
DIMENSIONS OF BERTHS
Tonnage
Depth of Water
at Berth
Length of Berth
m
m
^assenger Sf
lips (GRT)
500
4-5
65
1 000
50
80
2 000
5-0
100
3 000
6-5
115
4 000
7-0
125
5 000
7-5
135
6 000
8*0
145
7 000
8-5
150
8 000
85
155
10 000
9-0
170
15 000
95
190
20 000
10*0
210
30 000
11*0
240
50 000
H'5
275
80 000
13*0
320
31
IS : 4651 ( Part V ) - 1980
Tonnage
Depth of Water
at Berth
ra
b) Freighter { BWT )
700
45
1 000
50
2 000
5-5
3 000
6-0
4 000
7-0
5 000
7-5
6 000
80
7 000
80
8 000
8-5
9 000
9*0
10 000
9-0
12 000
9*5
15 000
10-0
17 000
10-5
20 000
11-0
c) Tankers {DWT)
700
4-5
1 000
5*0
2 000
5'5
3 000
6*0
4 000
6-5
5 000
70
6 000
7-5
8 000
80
10 000
90
12 000
9-0
15 000
9*5
17 000
WO
20 000
10-5
30 000
11-0
35 000
110
40 000
12-0
45 000
12*0
50 000
12-5
65 000
140
85 000
15*0
100 000
160
200 000
17-5
300 000
190
Length of Berth
60
70
90
105
120
130
140
145
155
160
165
175
185
190
195
60
70
85
100
110
120
130
145
165
175
185
195
200
210
220
210
250
255
280
290
315
350
400
32
Tonnage
Depth of Water
at Berth
m
d) Ore Carriers (DWT)
1 000
7-0
6 000
7*5
8 000
8-5
10 000
90
12 000
9-5
15 000
10-0
20 000
10-5
25 000
11-0
30 000
11*5
40 000
12'0
50 000
12-5
60 000
13-0
80 000
13-5
c) Large Fishing Vessels {CRT)
500
5*0
750
5*5
1 000
6-0
10 000
10-5
17 000
13*5
IS : 4651 (Part V)- 1980
Length of Berth
120
135
150
165
175
185
205
220
230
250
265
275
290
65
75
85
175
210
33
BUREAU OF INDIAN STANDARDS
Headquarters ;
Manak Bhavan, 9 Bahadur Shah Zafar Marg, NEW DELH1 1 10002
Telephones : 331 01 31
33113 75
37194 02
Telegrams : Manaksanstha
(Common to all Offices)
Regional Offices: Telephone
Central : Manak Bhavan, 9 Bahadur Shah Zafar Marg, NEW DELH1 1 10002 331 6617
335 3841
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Branch Offices :
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Inspection Offices (With Sale Point) :
Pushpanjali, 1 st floor, 2Q5-A, West High Court Road, Shankar Nagar Square, 52 51 71
NAGPUR 440010
Institution of Engineers (India) Building 1 332 Shwaji Nagar, 32 36 35
PUNE 411005
* Sales Office is at 5 Chowringhee Approach, P.O. Princep Street, 27 10 85
CALCUTTA 700072
fSales Office is at Novelty Chambers, Grant Road, BOMBAY 400007 309 65 28
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BANGALORE 560002
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